Motor integration assembly

ABSTRACT

A motor integration assembly includes a supporting structure for connecting a transmission of a vehicle to a drivetrain of the vehicle, wherein the support structure includes a housing to receive a portion of the drivetrain of the vehicle. The motor integration assembly also includes a torque transfer unit for transferring torque from an electric machine to the portion of the drivetrain of the vehicle.

CLAIM OF PRIORITY

This application is a continuation application and claims priority under35 U.S.C. § 120 to U.S. patent application Ser. No. 13/950,667, filed onJul. 25, 2013, which claims benefit to U.S. patent application Ser. No.13/646,242, filed on Oct. 5, 2012, which claims benefit under 35 USC §119(e) to U.S. Patent Application Ser. No. 61/543,940, filed on Oct. 6,2011, the entire contents of which are hereby incorporated by reference.

TECHNICAL FIELD

This disclosure relates a motor integration assembly for converting aconventional combustion engine vehicle into a hybrid-electric vehicle.

BACKGROUND

The internal combustion engine has provided the heart of self-poweredroad vehicles by combusting fuel to drive pistons within cylinders suchthat the movements of the pistons turn a crankshaft that then turns thevehicle wheels via a drive shaft. Due to the dependence upon differenttypes of combustible fuels (e.g., gasoline, Diesel, natural gas, etc.)to power such engines, other technologies have emerged as alternativesto the internal combustion engine. For example, electric vehicles use anelectric motor for propulsion rather than being powered by an on-boardinternal combustion engine. Hybrid-electric vehicles have been developedthat combine conventional internal combustion engine propulsion systemswith electric propulsion systems. In such hybrid-electric vehicles,powering a drivetrain with an electric motor during at least a portionof a vehicle's drive cycle can achieve better fuel economy and loweremissions relative to a conventional internal combustion engine-poweredvehicle, while achieving comparable performance and other positiveattributes.

SUMMARY

The described systems and techniques facilitate aftermarket conversionof conventional internal combustion engine vehicles, such as commercialfleet vehicles, into hybrid-electric vehicles. Along with allowingtorque produced from both on-board fuel and electrical sources to bedelivered and absorbed through a drivetrain to driven wheels, thesystems and techniques allow for the efficient conversion of thevehicles without calling for excessive amounts of vehicle downtime andtechnicians.

In one aspect, a motor integration assembly includes a supportingstructure for connecting a transmission of a vehicle to a drivetrain ofthe vehicle, wherein the support structure includes a housing to receivea portion of the drivetrain of the vehicle. The motor integrationassembly also includes a torque transfer unit for transferring torquefrom an electric machine to the portion of the drivetrain of thevehicle.

Implementations may include any or all of the following features. Theelectric machine may be located in a portion of the vehicle for afour-wheel drive component. The motor integration assembly may bepositioned in a location for a tail housing of the transmission of thevehicle. The electrical machine may be located internal to the motorintegration assembly, or external to motor integration assembly. Thesupporting structure may include a multi-piece bracket. The motorintegration assembly may be substantially aligned with the transmissionand the drivetrain of the vehicle along an axis of rotation. The torquetransfer unit may include gearing for transferring torque from theelectric machine to the drivetrain of the vehicle. The electric machinemay convert electrical power to mechanical power.

In another aspect, a hybrid-electric vehicle system includes atransmission for providing torque to a drivetrain of the hybrid-electricvehicle, and, an electric machine for providing torque to the drivetrainof the hybrid-electric vehicle. The hybrid-electric vehicle system alsoincludes a motor integration assembly that includes a supportingstructure for connecting the transmission of the hybrid-electric vehicleto the drivetrain of the hybrid-electric vehicle. The support structureincludes a housing to receive a portion of the drivetrain of thehybrid-electric vehicle. The motor integration assembly also includes atorque transfer unit for transferring torque from the electric machineto the portion of the drivetrain of the hybrid-electric vehicle.

Implementations may include any or all of the following features. Theelectric machine may be located in a portion of the vehicle for afour-wheel drive component. The motor integration assembly may bepositioned in a location for a tail housing of the transmission of thevehicle. The electrical machine may be located internal to the motorintegration assembly, or external to motor integration assembly. Thesupporting structure may include a multi-piece bracket. The motorintegration assembly may be substantially aligned with the transmissionand the drive electric of the vehicle along an axis of rotation. Thetorque transfer unit may include gearing for transferring torque fromthe electric machine to the drivetrain of the vehicle. The electricmachine may convert electrical power to mechanical power.

In another aspect, a method of installing a hybrid-electric conversionsystem includes replacing a tail housing of a transmission of a vehiclewith a motor integration assembly for transferring torque from acombustion engine and an electric machine to a drivetrain of thevehicle.

Implementations may include any or all of the following features. Themotor integration assembly may utilize connection points of thetransmission used by the tail housing.

Details of one or more implementations are set forth in the accompanyingdrawings and the description below. Other features, aspects andadvantages will be apparent from the description and drawings, and fromthe claims.

DESCRIPTION OF DRAWINGS

FIG. 1 illustrates a drivetrain of a fleet vehicle.

FIG. 2 illustrates a transmission system of an internal combustionengine-powered vehicle.

FIG. 3 illustrates an electric machine integrated into a transmissionsystem of an internal combustion engine-powered vehicle.

FIG. 4 illustrates a motor integration assembly.

FIG. 5A illustrates an exploded side view of a motor integrationassembly integrating a transmission and an electric machine.

FIG. 5B illustrates an assembled side view of a motor integrationassembly integrating a transmission and an electric machine.

FIG. 6A illustrates an isometric view of components of a motorintegration assembly.

FIG. 6B illustrates an end view of components of a motor integrationassembly.

FIG. 7 illustrates a cross section view of a portion of a motorintegration assembly.

FIG. 8 illustrates a bracket structure of a motor integration assembly.

FIG. 9A illustrates an exploded side view of a motor integrationassembly integrating a transmission and an electric machine.

FIG. 9B illustrates an assembled side view of a motor integrationassembly integrating a transmission and an electric machine.

DETAILED DESCRIPTION

Rather than developing and manufacturing hybrid vehicles, conventionalvehicles (e.g., internal combustion engine vehicles) may be convertedinto hybrid-electric vehicles to reduce fuel consumption, reduceemissions, and prolong the life of the internal combustion engine andother vehicle subsystems including braking systems. For example, fleetsof conventional commercial vehicles (e.g., cargo/utility/shuttle vans,livery cars, trucks, etc.) may be converted in the aftermarket intohybrid-electric vehicles rather than being replaced with typically moreexpensive hybrid-electric vehicles manufactured by original equipmentmanufacturers (OEMs). Such aftermarket conversions may also be used forconverting newly manufactured vehicles prior to being delivered to adealer. By retrofitting such fleet vehicles for hybrid-electricoperation, emissions and fuel costs can be reduced along with reducingthe exposure of individuals or entities to fuel price fluctuations.Additionally or alternatively, by using adaptable components andtechniques, such conversions may be employed for specifications ofdifferent vehicle manufacturers and vastly different vehicles, with awide range of vehicle missions.

Referring to FIG. 1, a partial cut-away view of a commercial vehicle 100is presented, with components of the vehicle's propulsion systemexposed. In general an engine 102 generates and provides torque to adrivetrain 104 that in turn is provided to the wheels of the vehicle100. A drivetrain may be considered as referring to an assembly ofmechanical shafts and gear assemblies between the main transmission anddriven wheels of the vehicle. Drivetrains are often considered toinclude the drive shaft, transfer case (for four-wheel drive vehicles),the final drive unit (including differential), and the axle connected inseries. In some arrangements, the drivetrain may also be considered toinclude the transmission itself. In some situations, a drivetrains maybe considered synonymous with the term driveline. In this example, atransmission 110 includes a driveshaft 106 that provides the torque tothe rear axle of the vehicle 100. A transmission can be considered anassembly of mechanical shafts, clutches, gears or belts, etc. thattransforms the vehicle combustion engine shaft speed into a wider rangeof shaft output speeds to provide vehicle traction from zero speed, hightorque to highway speeds at lower torque. A transmission (referred to asa main transmission) typically connects the output shaft of the engineto the main drive shaft. The net “gear ratio” (drive shaft speed dividedby engine shaft speed) may be controlled by a combination of automaticand manual driver inputs. While a vehicle transmission can be considereda type of “gearbox”, in the context of vehicles, the term transmissionis considered common. Transmission may also be generally considered todescribe any mechanical system that couples power transfer between twoor more mechanical power inputs or outputs. A drive shaft may beconsidered as referring to a rotating shaft that connects between atransmission and final drive unit. The drive shaft may include severalcomponents in series to allow axial (forward-back) movement, andlateral-vertical movements. In rear-wheel drive vehicles this shafttypically runs from a forward location, where the engine-transmission islocated, to an aft location of the vehicle where the finaldrive/differential and rear axle is located.

To convert the vehicle 100 into a hybrid-electric vehicle, one or moretechniques and methodologies may be implemented. For example, conversionmay include adding at least one electric machine, an electrical energystorage system (e.g., one or more batteries) and a control unit to thevehicle (e.g., a control unit that controls and conditions power flowthrough the hybrid conversion components and provides control andcommunication interfaces to subsystems of the vehicle). In somearrangements, an electric machine can be considered a rotating electricmachine that includes a rotor attached to a mechanical rotating shaft,and a stator with three-phase windings that converts and transfers powerfrom electrical to mechanical (“motoring mode”) or from mechanical toelectrical (“generating or braking mode”). The electrical power can beconsidered proportional to voltage times current and the mechanicalpower being proportional to torque times speed. Typical sign conventionsare that negative torque indicates power being removed from the shaftcontributing to shaft deceleration and electric power generation, whilepositive torque indicates power being added to the shaft contributing toshaft acceleration. In some arrangements, terms as such“motor-generator”, “traction motor”, “traction machine”, “tractiondrive” etc. may also be used for electric machine. In one arrangement,one or more electric machines may be implemented that are capable ofbi-directional transfer between electrical and mechanical power (e.g.,three-phase electrical power input to rotational driveshaft output, andthe reverse power flow). As illustrated in the figure, a space 108 isdefined for receiving one or more of the conversion components and todefine the portions of the vehicle for mechanically affixing thecomponents to the vehicle 100. In this example, the space 108 isadjacent to the transmission 110, which in general transmits the torqueproduced by the engine 102 to the wheels of the vehicle 100. To providethe drivetrain 104 with the torque produced by the electric machine(positioned within the space 108), one or more techniques may beimplemented. For example, the electric machine may be coupled to thedriveshaft 106 through the use of gears, belts, chains or similarsystems for transferring mechanical energy. In some embodiments, theelectric machine, the engine 102 and the transmission 110 may bepositioned in different arrangements, for example, based upon the designof the vehicle, efficient transfer of torque from either motor, etc. Forexample, one or more electric machine(s) and the engine 102 may bepositioned in serial arrangements, in parallel arrangements, etc. Theelectric machine may also be positioned ahead of the transmission 110(e.g., an order of engine, electric machine, then transmission, or,electric machine, engine, then transmission, etc.). Additionally oralternatively, an electric machine may be located after thetransmission.

Referring to FIG. 2, along with introducing an electric machine into avehicle and components for transferring torque to a drivetrain from themotor (while still optionally allowing torque to be transferred from theinternal combustion engine), the system used to integrate the electricmachine may implement one or more techniques for efficiently mountingthe electric machine and related components. By accounting forstructural aspects of the vehicle, availability of OEM components, oneor more integration techniques may be developed that may be consideredrelatively inexpensive compared to the cost of a hybrid-electric vehiclemanufactured by an OEM and low risk and non-invasive for an automobiletechnician to implement. Further, by employing an adaptable mountingsystem, various types of vehicles with different specifications andmanufacturers may be converted into hybrid-electric vehicles throughaftermarket modifications. Illustrated in the figure, a conventionaltransmission 200 is presented as mounted in a structural frame 202 of avehicle. Though absent from the figure, an engine would typically bepositioned forward (as referenced by the circle that terminates line204) of the transmission 200 and also mounted to the structural frame202. While a hybrid-electric conversion system (e.g., electric machine,electric energy storage system, etc.) may be positioned in variouslocations, efficient operation may be provided by mounting theconversion system after the transmission 200. In this arrangement, theconversion system is mounted in a space that is conventionally reservedfor a four-wheel-drive (4WD) assembly. Many two-wheel-drive (2WD) trucksand commercial vehicles are designed similar to counterpart 4WDvehicles. For example, common chassis vehicles can be considered asbeing similarly designed and the designs are shared among manufactures.As such, vehicles having this reserved space may be converted for torqueto be provided from an internal combustion engine and/or an electricmachine to the driveshaft (e.g., from a slip yoke 206). A slip yoke canbe considered as describing a shaft component with a female spline onone end and one end of a universal joint (u-joint) on the other end. Auniversal joint generally connects two parts of a drive shaft allowinglateral-vertical axis rotation. A slip yoke typically connects two partsof a drive shaft with the spline interface allowing the axial motion andthe u-joint allowing lateral-vertical axis rotation. In somearrangements, one or more spaces may be identified in 4WD vehicles forreceiving system components. Along with positioning conversion systemcomponents within the structural frame 200, some conventional componentsmay be removed for conversion. For example, to appropriately couple anelectrical motor to the transmission 200, a tail housing 208 of thetransmission 200 may be removed along with one or more other components.A tail housing can be considered an aft end casing component of atransmission that encloses a transmission output shaft and supports themain driveshaft connected through an aft sealed opening. Along withresiding in the space of the tail housing 208, the system components mayprovide a portion or all of the functionality of the tail housing. Forexample, drive shaft alignment and sealing functionality may be providedalong with other capabilities of the tail housing 208. Further byutilizing attachment points (e.g., bolt holes) reserved for the tailhousing 208, the system components may be efficiently installed withoutundue modifications to the transmission 200 and/or other portions of thevehicle frame, chassis, etc. Further, the system components may bedesigned for accepting components from adjacent portions of thevehicle's drivetrain (e.g., output shaft of the transmission 200, theslip yoke 206 for providing torque to a drive shaft, etc.) to furtherease installation.

Referring to FIG. 3, components of a hybrid conversion system arepositioned within a structural frame 300 of a vehicle (similar to theframe 202 shown in FIG. 2). To position the components, a transmission302 is modified to appropriately couple to the components of the hybridconversion system. For example, a tail housing (not shown, butillustrated in FIG. 2 as tail housing 208) of the transmission 302 hasbeen removed. In this particular arrangement, the newly incorporatedcomponents of the hybrid conversion system include an electric machine304 and a motor integration assembly 306. One or more types of electricmachines may be implemented for converting electrical energy into tomechanical work. In some instances, an electrical storage system (e.g.,one or more batteries, ultracapacitors, etc.) or a portion of the systemis located external from the electric machine 304 (e.g., located withinthe motor integration assembly 306); however, in some arrangements theelectrical storage system or portions of the system may be incorporatedinto the electric machine 304. In one arrangement, along with replacingthe tail housing of the transmission 302, the motor integration assembly306 provides a coupling that transfers the mechanical energy providedthe electric machine 304 to the driveshaft (not shown) via a slip yoke308 (shown protruding from the motor integration assembly 306).Referring to FIG. 4, a three-dimensional view is presented of thetransmission 302 and the components of the hybrid conversion system.From this perspective, electrical connections 400 (e.g., for controlsignals, electrical power input, etc.) are viewable on the housing ofthe electric machine 304. Additionally, the slip yoke 308 is shownprotruding from an opening in the housing of the motor integrationassembly 306.

Referring to FIGS. 5A and 5B, the integration of the hybrid conversionsystem components with a transmission is graphically illustrated. Forexample, the electric machine 304 connects into the motor integrationassembly 306 and couples to the slip yoke 308 to provide the torqueproduced by the electric machine. The transmission 302 also connectsinto the motor integration assembly 306. In this particular arrangement,a tail shaft 500, which can be considered as referring to the outputshaft of the main transmission typically with a spline fitting (e.g., amale spline fitting), is received by the motor integration assembly 306and mechanically couples the torque provided by the engine to the slipyoke 308 (for delivery to a driveshaft). As such, two sources of torqueare mechanically coupled to the slip yoke 308 and correspondingly to thedriveshaft of the vehicle. By controlling the amount of torque providedfrom the two sources (e.g., in isolation or in combination), the timingthat the torque is applied, etc., the vehicle may efficiently capitalizeon the torque production and transfer from the combustion engine and theelectric machine. Further, by designing the motor integration assembly308 to mechanically receive the electric machine, tail shaft 500 andslip yoke 308, the hybrid conversion system may be installed withrelative ease by a technician without the need of overly extensiveassistance, training and instruction.

Referring to FIG. 6A, a three-dimensional view is presented (similar toFIG. 4) with the housing of the motor integration assembly 306 removedto expose the components within. Similarly, FIG. 6B presents an end-viewof the motor integration assembly 306 with the housing removed. Ingeneral, the motor integration assembly 306 provides one or moresupporting structures for securing the motor integration assembly to atransmission. In this arrangement, the supporting structure is amulti-piece bracket assembly that includes a front bracket 600 and arear bracket 602 that provide structural support to secure the motorintegration assembly 306 to the electric machine 304 and thetransmission 302. In this particular example, mounting bolts (e.g., amotor mounting bolt 604, a transmission mounting bolt 606, etc.) areused, but other securing techniques and methodologies may beimplemented. Along with providing the mounting structure, the motorintegration assembly 306 receives the slip yoke 308 (e.g., into a tailhousing 607) for transferring the torque provided by the transmission302 (from the internal combustion engine) and the electric machine 304.As mentioned above, the motor integration assembly 306 generallyreplaces the tail housing of the transmission 302 with a multi-piecebracket and housing assembly. Along with providing the torque from bothsources, the multi-piece bracket and housing assembly of the motorintegration assembly 306 make accommodations for additional loadsapplied to the slip yoke 308. For example, in this arrangement radialloading is experienced by the yoke during the torque transfer from theelectric machine 304.

To transfer torque, one or more torque transfer units may beimplemented. In this arrangement, the electric machine 304 ismechanically connected to a gearhead unit 608 that is mounted to thefront bracket 600. A gearhead unit can be considered as referring to anenclosed assembly of gears and shafts that provide a mechanical powercoupling between one or more input and output shafts to provide aninput-to-output shaft speed ratio. A gearhead unit may be directlycoupled to an electric machine output shaft and case to provide anintegrated assembly with higher or lower speed range. One or more gearratios may be used (e.g., based on various torque requirements, motoroperating speed and torques, etc.) to provide the needed torque to thedrivetrain (connected to the slip yoke 308). In one particular example,a 4:1 planetary gearhead reduction unit may be used as the gearhead unit608 to provide the required torque to the drivetrain. In alternativearrangements, the gearhead unit 608 may not be needed, for example, ifan electric machine can produce the needed torque, speed, etc.

To provide the torque to the slip yoke 308, in this arrangement anoutput shaft of the gearhead unit 608 is mounted to a drive pulley 610.A drive pulley can be considered as referring to one of two or morepulleys in an assembly of belts and pulleys that provides a mechanicalpower coupling between one or more input and output shafts to provide aninput-to-output shaft speed ratio. The pulley can be a wheel on arotating shaft around which a tensioned belt runs that also encloses atleast one other pulley. The drive pulley can be considered the pulley onthe shaft that is providing the input power to the coupling system. Tocomplete the torque transfer, a driven pulley 612 is attached to theslip yoke 308. With reference to a drive pulley, a driven pulley can beconsidered as the pulley on the output shaft of the coupling system. Inthis arrangement, a belt 614 connects the drive pulley 610 and drivenpulley 612. While this belt assembly transfers torque from the electricmachine 304 to a driveshaft (not shown) in this arrangement, othertechniques and methodologies may be utilized for torque transfer. Forexample, a chain and sprocket assembly or another mechanical coupling(individually or in combination with a belt assembly, chain and sprocketassembly, etc.) may be implemented. However, a belt and pulley assemblymay be considered to need less maintenance than a chain assembly orother types of assemblies. In some arrangements, torque may betransferred from the electric machine 304 to the slip yolk 308 by a gearassembly. For example, a gear assembly could replace the gearhead unit608, be used in combination with the gearhead unit, used in combinationwith another technique, etc. However, manufacturing the gear assemblymay increase cost and be less adaptable, compared to a belt assembly ora chain assembly. One or more modifications and adjustments may be madeto the components of the motor integration assembly 306. For example, abelt or chain can be adapted for drivetrains produced by differentmanufacturers by modifying one or more components such as a bracket(e.g., for mounting a transmission), changing the length of a belt, etc.

The rear bracket 602 provides support for the radial loading from thetorque provided from the electric machine 304 (e.g., transferred by thebelt and pulley assembly). In this arrangement, the rear bracket 602 isattached to a rear face of the gearhead unit 608, however, one or moreother mounting techniques may be utilized in other arrangements. Therear bracket 602 also provides mounting support for a tensioner assembly616. In general, the tensioner assembly 616 provides static tension forthe belt 614 and allows for the belt tension to be adjusted.

Referring to FIG. 7, a cross-sectional view 700 is illustrated of theportion of the motor integration assembly 306 that couples the torquefrom the transmission 302 and the electric machine 304 (as provided bythe driven pulley 612). In general, the slip yoke 308 is received intothe tail housing 607 of the motor integration assembly 306 and held by aseal 702. The slip yoke 308 receives the driving torque from thetransmission 302 via a tail shaft 704 (that fits into the slip yoke). Inconventional systems longitudinal movement may be allowed between thetail shaft 704 and the slip yoke 308. For example, the slip yoke 308would be allowed to move longitudinally as the rear suspension of thevehicle cycles. However, the slip yoke 308 also receives torque from theelectric machine 304, for example, from the driven pulley 612 of thebelt and pulley assembly. As such, to appropriately receive the torquefrom the driven pulley 612, the longitudinal motion of the slip yoke 308needs to be restrained. One or more techniques maybe implemented torestrain this longitudinal motion. For example, a support bearing mount706 may be attached to a member (e.g., cross member) of the frame of thevehicle. In some arrangements a telescoping driveshaft may be used tosupplant the longitudinal motion of the restrained slip yoke 308. Toaccommodate different types of vehicles (e.g., vehicles of reducedlength), transmissions, etc. the length of the driveshaft may beadjusted (e.g., lengthened, shortened, etc.).

Other techniques and methodologies may be implemented to restrain themovement of the slip yoke 308. For example, the driven pulley 612 may becoupled to the output shaft (e.g., the tail shaft 704) of thetransmission 302. Such a coupling may be provided by implementinginternal splines in the driven pulley (rather than mounting the drivenpulley 612 to the outer diameter of the slip yoke 308). In anotherimplementation, one or more splined shafts (e.g., with internal splines,external splines, a combination of internal and external splines, etc.)may be used to receive torque from a transmission and an electricmachine (e.g., via one or more gears) and transfer the torque to thedrivetrain. A splined shaft may be considered as referring to a shaftwith an axial scored, toothed, etc., pattern along the inside “female”or outside “male” diameter of the shaft that allows mechanical couplingtypically to another splined shaft with a mating pattern. A splinedshaft coupling generally allows an axial motion degree of freedom.

Referring to FIG. 8, one example of a multi-piece bracket 800 of themotor integration assembly 306 is illustrated and includes a frontbracket 802 and a rear bracket 804. In general, the front bracket 802mounts to the transmission and the electric machine. In this example,multiple holes 806 a-d are included in the front bracket 802 formounting (e.g., bolt) to the transmission. Similar, one or more holes(e.g., hole 808) may be included in the front bracket 802 for mountingto the housing (or other structural portion) of an electric machine.Similarly, the rear bracket 804 may include multiple holes (e.g., holes810 a-d) for secure mounting to a gear unit. In general, the faces ofthe front and rear brackets 802, 804 are machined to be substantiallyflat to appropriately mate with the surfaces of the transmission and theelectric machine with relative ease. Additionally, the location andproperties of the holes (e.g., diameter, depth, etc.) included in thefront and/or rear brackets 802, 804 are typically produced tosubstantially match (e.g., nearly exactly match) the bolt pattern oncorresponding surfaces of the transmission and the housing (or otherstructural portion) of the electric machine such that a technician canaccurately align and secure the structures with relative ease. In somearrangements the hole patterns included in the front and rear brackets802, 804 may be established by the manufacturer(s) of the structuralsupport of the electric machine and/or the transmission. Alternatively,in some arrangements, one or more holes included in the brackets 802,804 may need corresponding holes produced (e.g., drilled) into theelectric machine support, transmission, etc. One or more shapes, surfacefeatures, etc. may be included in the multi-piece bracket 800 to assistwith alignment and installation. For example, shoulders or other shapes,keys, etc. may be included in the design to assist installation. Assuch, accuracy and precision needed for installation may be primarilydriven by machine process tolerance.

Referring to FIGS. 9A and 9B, another arrangement is graphicallyillustrated for integrating hybrid conversion system components with atransmission. In this arrangement, an electric machine is included in amotor integration assembly. Additionally, system components are arrangedin a serial manner, referred to as an in-line arrangement in which“in-line” refers to the physical arrangement of system componentsassociated with rotational movement being substantially aligned along anaxis of rotation. In this particular arrangement, a transmission 900, amotor integration assembly 902 (that includes one or more electricmachines) and a slip yoke 904 are substantially aligned along an axis906. The motor integration assembly 902 may implement one or more gears,belts, etc. (alone or in combination) along with other types oftechnology to provide its functionality. For example, one or moreplanetary gear stages may be incorporated into the motor integrationassembly 902 for this in-line arrangement. In some arrangements, adirect drive arrangement may be implemented in which the componentsalign and directly power rotation with the motor integration assembly902 being substantially absent gearing. In the figure, the motorintegration assembly 902 is illustrated as replacing a tail housing.However, the motor integration assembly 902 may be positioned indifferent locations in some arrangements. For example, the motorintegration assembly 902 may be located at a position farther back alongthe vehicle drive line. In such arrangements, the drive shaft may besplit into at least two sections, one being located forward to the motorintegration assembly and one being located aft of the motor integrationassembly. One or more techniques may be implemented to connect the motorintegration assembly and the corresponding drive shaft sections, forexample, one or more combinations of slip yokes, u-joints, and bearingsmay be implemented to support and interconnect the driveline. Sucharrangements may be advantageous from the standpoint of spaceavailability on different vehicle types, models, etc.

To execute such vehicle conversions, one or more techniques may beimplemented for converting, for example, aftermarket conventionalinternal combustion engine vehicles, such as commercial fleet vehicles,into hybrid-electric vehicles. For example, one technique may includereplacing a tail housing of a transmission of a vehicle with a motorintegration assembly. The motor integration assembly may be capable oftransferring torque from a combustion engine and an electric machine toa drivetrain of the vehicle. To replace the tail housing, the motorintegration assembly may utilize connection points (e.g., one or morebolt patterns) of the transmission of the tail housing. Such replacementtechniques may allow for the conversions to be efficiently completed andwithout needing undue technician time and downtime for the vehicles.

While this specification contains many specifics, these should not beconstrued as limitations on the scope of the invention or of what may beclaimed, but rather as descriptions of features specific to particularembodiments of the invention. Certain features that are described inthis specification in the context of separate embodiments can also beimplemented in combination in a single embodiment. Conversely, variousfeatures that are described in the context of a single embodiment canalso be implemented in multiple embodiments separately or in anysuitable subcombination. Moreover, although features may be describedabove as acting in certain combinations and even initially claimed assuch, one or more features from a claimed combination can in some casesbe excised from the combination, and the claimed combination may bedirected to a subcombination or variation of a subcombination.

Similarly, while operations are depicted in the drawings in a particularorder, this should not be understood as requiring that such operationsbe performed in the particular order shown or in sequential order, orthat all illustrated operations be performed, to achieve desirableresults. Moreover, the separation of various system components in theembodiments described above should not be understood as requiring suchseparation in all embodiments, and it should be understood that thedescribed components and systems can generally be integrated together ina single product or packaged into multiple products.

Thus, particular embodiments of the invention have been described. Otherembodiments are within the scope of the following claims. For example,the actions recited in the claims can be performed in a different orderand still achieve desirable results.

What is claimed is:
 1. A motor integration assembly, comprising: asupporting structure configured to receive a tail shaft of a vehicletransmission of a fleet vehicle having an internal combustion engine andalso receive a portion of a drivetrain of the vehicle; an electricmachine for providing torque to the portion of the drivetrain; a torquetransfer unit for transferring the torque from the electric machine tothe portion of the drivetrain of the fleet vehicle; an electricalstorage system electrically connectable to the electric machine, theelectrical storage system located externally from the electric machineand mounted on a frame of the fleet vehicle; a control unit thatcontrols the torque transferred from the torque transfer unit to theportion of the drivetrain; and electrical connections that permitcommunication between the electric machine and the control unit, thecontrol unit configured to control and condition electric power flowbetween the electric machine and the electrical storage system, whereinthe torque transferred complements torque delivered from the internalcombustion engine to the drivetrain of a converted hybrid-electric fleetvehicle.
 2. The motor integration assembly of claim 1, wherein theelectric machine is located in a portion of the vehicle for a four-wheeldrive component.
 3. The motor integration assembly of claim 1, whereinthe supporting structure includes a multi-piece bracket.
 4. The motorintegration assembly of claim 1, wherein a portion of the motorintegration assembly is substantially aligned with the transmission andthe drivetrain of the vehicle along an axis of rotation.
 5. The motorintegration assembly of claim 1, wherein the torque transfer unitincludes gearing for transferring torque from the electric machine tothe drivetrain of the vehicle.
 6. The motor integration assembly ofclaim 1, wherein the electric machine converts electrical power tomechanical power.
 7. The motor integration assembly of claim 1, whereinthe tail shaft has at least two sections, one located forward to themotor integration assembly and one being located aft of the motorintegration assembly.
 8. The motor integration assembly of claim 1,wherein the components of the motor integration assembly are arranged ina serial manner.
 9. The motor integration assembly of claim 1, whereinat least a portion of the motor integration assembly is substantiallyaligned along an axis of rotation.